Hydrodynamic transmission



March 7, 1944. E LA BRIE 2343304 HYDRODYNAMI C TRANSMI S S ION Filed April 13, 1940 7 Sheets-Sheet l I I IN VENTOR judge! Z: [a ,Brz'e.

A TTORNEYfi L. E. LA BRIE HYDRODYNAMIC TRANSMISSION March 7, 1944.

Filed April 13, 1940 7 Sheets-Sheet 2 VENTORi By 6,- 25. 143

A/maw, x14, $"/W A T T ORNE Y March 7, 1944. v LA 'BRlE 2,343,304

HYDRODYNAMI C TRANS MI S S I ON Filed April 13, 1940 '7 Sheets-Sheet 3 INVENTOR A TTORNE Y Mach 7, 1944. L BRl 2,343,304

HYDRODYNAMI G TRANSMISS ION Filed April 13, 1940 7 Sheets-Sheet 4 11v VENTOR llli ger /a,B)-z e,

A ZTORNE ys.

March'7, 1944. L. E'. LA BRIE HYDRODYNAMIC TRANSMISSION Filed April 13, 1940 7 Sheets-Sheet 5 fl J' 1N VENTOR B Judge/- If 14 Erie.

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. ATTORNEKE Filed April 13, 1940 7 Sheets-Sheet 6 INVENTOR J 214 4 16 111 mw 4 I3 5 PM A TTORNE Y8.

March 7, 1944. L. E. LA BRIE V HYDRODYNAMIG TRANSMISSION Filed April 13, 1940 '7 Sheets-Sheet 7 IN VEN TOR jzzafyer EJ403 2 W m Km NW A T T ORNE Y Patented Mar. 7, 1944 HYDRODYNAMIC TRANSMISSION Ludger E. La Bria-Detroit, Mich, asslgnor to Chrysler Corporation, Highland Park, Mich, a

corporation of Delaware Application April 13, 194.0, Serial No. 329,398

3 Claims.

climbing hills in the range of car speeds during which the fluid converter is functioning as a slip coupling.

Heretofore, attempts to utilize fluid torque converters in motor vehicle drive mechanism have not been entirely successful because of the extermely low overall efficiency of the torque converter when used in installations where it is called upon to convert torque through a relatively wide speed range such as that incidental to the driving of a motor vehicle. The present improved arrangement contemplates the use of a fluid torque converter purposely designed for converting engine torque through a relatively narrow range of vehicle speeds, for example, up to 20 M. P. H. at which speed, the torque converter begins to function as an ordinary fluid slip couling of the kinetic type. With such an arrangement, the highly desirable torque multiplying characteristics of the torque converter may be utilized during acceleration of the vehicle from a standstiliand upon the attainment of a speed suflicient to provide good accelerating characteristics in direct drive, the torque converting feature is cut out and the fluid unit is operated as a slip coupling thereby avoiding the penalty of low efficiency which manifests itself in heating of the fluid and excessive fuel consumption. With such an arrangement it is not desirable to provide meansfor increasing the torque transmitted at high speeds, such as may be desired when passing another vehicle in traflic or on a grade, and the present invention contemplates the use of a kiclzdown gear mechanism which is under the control of the driver and may be brought into action at will for increasing the acceleration of the'vehicle'. I

The principal object of the invention therefore is to provide an improved transmission for motor vehicles in which the highly desirable qualities and'characteristics of thefluid torque converter are utilized and in which the torque converter is operated at a higher degree of efficiency than has heretofore been the case in previous transmissions of this type.

Another object of the invention is to provide an improved motor vehicle transmission in which a mechanical torque multiplying means is used in conjunction with a fluid torque multiplying means, each being adapted to act alone and in combination with the other to provide a flexible and quickly responsive drive. i I

Another object is to provide an improved dynamic torque converter which'is more efilcient and more economical to manufacture than those in the prior art.

Another object is to provide improved control means for transmissions of the aforesaid type.

Still another object is to provide an improved cooling means for the working fluid of the fluid converter whereby the working fluid is kept cool, vapors are condensed and the formation of varnish.incident to the heating of the oil is prevented.

Other objects and advantages of the invention will be apparent from the following description which describes preferred embodiments thereof.

Reference is now made to the accompanying drawings, in'which:

Fig. 1 is a fragmentary view in side elevation of a motor vehicle power plant embodying my novel and improved transmission.

Fig. 2 is a sectional view along the line 2-2 of Fig. 1.

Fig. 3 is an enlarged longitudinal vertical sectional view of the Fig. 1 transmission.

Fig. 4 is afragmentary sectional view of the fluid torque converter end of the Fig. 1 transmission on a still larger scale.

Figs. 5, 6 and 7 are sectional views taken respectively on lines 55, 66 and 7-4 of Figs. 3 and 4.

Fig. 8 is a sectional view along line B8 of Fig. 2.

Fig. 9 is an enlarged view in section of the clutch control valve mechanism of Fig. 1.

Fig. 10 is a diagrammatic view of the fluid cooling circulation system. 7

Figs. 11 and 12 are enlarged sectional views along lines H-ll and l2--l2 respectively of Fig. 3.

Fig. 13 is an enlarged sectional view of the lost motion throttle valve adjusting mechanism of Fig. 1.

Fig. 14 is an enlarged fragmentary sectional view of the kickdown coupling element.

Fig. 15 is a sectional view along line |5l5 of Fig. 2.

Figs. 16, 17 and 18 are perspective views of the converter vanes taken in the direction of arrows X, Y and Z on Fig. 3.

Fig. 19 is a sectional view along the line |9|9 of Fig- 3.

Fig. 20 is a combined sectional and diagrammatic view of the clutch control mechanism.

Fig. 21 is a sectional view of a modified form of governor for use in the Fig. 20 control mechanism.

Fig. 22 is a fragmentary view of a modified form of torque converter for use in the Fig. 3 transmission.

Fig. 23 is a sectional view along line 23-23 of Fig. 22.

Fig. 24 is a fragmentary sectional view of a second modification of the torque converter.

Fig. 25 is a sectional view along the line 25-45 in Figs. 22 and 24.

Fig. 26 is a perspective view of the runner and guide vanes taken in the direction of the arrow 28 on Fig. 24.

Fig. 27 is a sectional view along line 21--2l of Fig. 24.

In the .drawings in which lik reference numerals designate corresponding parts in the following description, the vehicle power plant comprises an internal combustion engine A having a crankshaft III which is connected to drive the rear wheels of the vehicle (not shown) through a fluid coupling B, a friction clutch C and a variable speed gear mechanism D.

The fluid coupling B is of the dynamic type and has an impeller II, a runner l2 and a guide or reaction element l3. The impeller I is bolted at M to a shroud or housing member l which surrounds and encloses the other coupling elements and is fastened to the crankshaft l8 at I6. The connection at i4 is fluid tight and a suitable seal I1 is provided between the engine block l8 and the crankshaft l0 toprevent escape of the engine lubricating oil. The housing It carries a ring gear 25-adapted for engagement with the usual starting motor pinion (not shown) The runner I2 is fastened at l9 to a hub member 20 which is rotatably carried with respect to the crankshaft l0 by'means of an anti-friction bearing 2|. The hub 20 is splined at 22 to a shaft 23 which has a hollow rearwardly extending portion in which is received the forward portion of an intermediate shaft 24. An overrunnin clutch E of the well known cam and roller type is provided between the crankshaft l0 and the shaft 23 and is so arranged that the crankshaft Ill may overrun the shaft 23 during forward drive, but the shaft 23 can never overrun the engine. This permits use of the engine as a brake and starting of the engine by towing the car.

A second hub member 28 of greater diameter than the hub 20 is rotatably carried at its for-' clutch device F of the cam and roller type is provided between'the hub 26 and the shaft 23, the cam 29thereof being splined on the shaft 23 at aaaascc 30. The roller clutch F is arranged such that it will lock the guide element l3 to the shaft 23 whenever the guide element tends to rotate faster than the shaft in a forward or clockwise direction as will be made more apparent later on.

The casing 28 has a radially inwardly projecting part 3| which carries a forwardly projecting axial sleeve 32. The latter has a cam formed thereon near its forward end (see Fig. 7) which cooperates with the rollers of a third overrunning device G, the direction of the cammed surface being such that the guide element I3 is prevented from rotating rearwardly relatively to the casing 28.

The shaft 24 is supported in the hollow portion of the shaft 23 at 33, 34, by suitable bearings, the parts of which are retained in place by a spacer sleeve 35. The shaft 23 has a tapered splined portion 36 near its rear nd on which is drivingly carried a clutch driving member 38, the hub 31 thereof being provided with corresponding tapered splines. The member 38 is retained in place by a nut 39 which also holds a suitable seal 48 in sealing relation with the shafts 23, 24. A pair of annular bafile members 4|, 42 are carried by the clutch driving plate 38 and the casing end wall 3| respectively and cooperate with each other and the seal 48 to prevent fluid from being thrown on the clutch parts.

The clutch driving member 38 has a cover 43 fastened thereto at 44. A driven disc 45 of usual type is carried by a hub 46 splined at 41 of the shaft 24 and is adapted to be engaged at 53 by a pressure plate 48 which is drivingly connected to the cover 43 at 49 by a thin diaphragm member 58. The member 58 is engaged at the center thereof by a clutch release mechanism generally indicated by the numeral 5|, the said mechanism including the usual release bear-' ing 52.

A second diaphragm member 54 is carried by the cover 43 and bears against the flanged portion 55 at its outer periphery and against the lugs 56 of the pressure plate inwardly thereof. The diaphragm 54 is of the Belleville type and is designed to exert a force against the lugs 56 tending to urge the pressure plate 48 forwardly thereby to compress the driven clutch disc 45 between the plate 48 and the driving member 38. A coil spring 51 is provided to prevent ratt of the parts.

An annular forging 58 is welded at 59 and 60 to the shell of the impeller H and is provided with a bearing surface 8| which engages the sleeve 32 and a shoulder 62 which is adapted to cooperate with a sealing device 63. The latter may be of any suitable type, the one illustrated being of the "Sylphon type which is well known in the art. fastened to the end wall 3| of the casing and comprises essentially a bellows 65 which carries a collar 68, the latter being urged by a spring 61 with considerable pressure into contact with a wear collar 68 which in turn bears on the ring 69 carried by the shoulder 62.

An additional sealing member 18 carried by the casing and fastened thereto at H, surrounds the pressure seal and protects it from grit which might cause wear of the collar 68 with consequent leakage of fluid.

The member 58-is provided with passages l2, 13 which communicate with the annular space between the sleeve 32 and the seal 63. The latter is in communication with a radially extending passage 14 which, as indicated diagram- The seal is carried by a collar 64 approximately 10 lbs. pressure.

, parent that during operation, the converter will matically in Fig. 10, is connected with a fluid reservoir 75 through a pipe 16.

The working fluid of the converter is supplied from reservoir tank 15 to the impeller through the pipe 76 as indicated by the arrows on Figs. 4 and 10. The impeller H acts as a pump and in addition to delivering fluid under pressure to the passages of the runner l2, it also maintains a continuous exchange of fluid between the converter, the reservoir 15 amd a cooling coil disposed in the upper tank of the vehicle radiator ll. As'illustrated in Fig. 19, the vanes 18 of the impeller are of stamped construction. The vanes are welded to the outer shell of the impeller at their outer edge portions and to a torus member 80 of annular form at their inner edge portions. The vanes 8| and 85 of the runner and guide respectively are of die cast construction and are welded to the respective shells thereof and to torus members 82 and 84 as shown in Fig. 4. The

vanes of the impeller are straight and are radially disposed with respect to .the rotational axis, while the vanes of the runner and guideare of curved configuration as illustrated in Figs. 16, 1'7 and 18, which show the appearance of these blades when viewed as'indicated by the arrows on Fig. 3.

The impeller is provided with a plurality of vanes or blades 79 formed with a hollow passage 83.- These vanes may be of die cast construction ormay be formed by welding two thin grooved vanes together as desired. The passage 83 is disposed in such manner that it connects the passage 12 with the inner hollow annular space formed by the torus members 80, 82 and 84, openings 85 and 8'? being provided in the impeller torus member and shell respectively.

During rotation of the impeller, the fluid from reservoir 75 is pumped through the passage 83 into the torus portion from whence it enters the working circuit of the converter through the clearance "openings between the marginal portions of the impeller, runner and guide member respectively. tinuously withdrawn from the working circuit at the outer portions of these clearance openings and this fluid flows radially inwardly, as indicatedby the arrows on Fig. 4, until it finds its way into thespace 88 provided between the sleeve 32 and the shaft 23 from whence it is withdrawn from the converter through passage 89. The latter is connected with a radially disposed passage Qt, which-is in turn connected with a cooling coil 92 through a pipe iii. The cooling coil 92 is disposed in the upper tank of the vehicle radiator l1 and communicates with the fluid reservoir 75 through a pipe 93.

A second sealing device 96 of a type similar to the seal 63 is provided between the casing mounted sleeve 32 and the shaft 23, as more clearly shown in Fig. 4, and efiectively prevents fluid flowing through the annular space 88 into the discharge passage 89 from leaking into the housing of clutch C. I

The fluid exchange circuit is provided With a pair check valves ea, 95, shown diagrammatically in Fig. 10. The valve 94 is in the input side of the circuit and is preferably set to open at approximately /2 lb. pressure. The valve 95 is in the output side and is preferably set to open at It is thus apbe kept full of fluid under pressure high enough to expel air and gases therefrom. and a contin- At the same time, fluid is conuous exchange of fluid will take place between the converter and the cooling coil 92.

7 Upon rotation of the impeller H by the engine A, the working fluid will be delivered to the vane passages of the runner l2 thereby causing the latter to revolve. The fluid then passes from the runner passages into the vane passages of the uide or reaction member l3 from which it is delivered into the impeller passages for a repetition of the cycle. The vanes of the impeller are straight, as aforesaid, and those of the runner and guide members are curved, .asillustrated in Figs. 16-18.

As the vehicle is started from standstill, the torque demand on the shaft 24, which is connected to the rear wheels through gearing about to be described, will, of course, be at its maximum. Due to the shape of the vanes in the runner and guide member, the former will be rotated by the pressure fluid at a speed lower than the impeller and the guide member I 3 will have a tendency to rotate in an opposite direction such action being prevented by action of the overrunning brake device G which looks the guide member to the casing mounted sleeve 32. The torque supplied by the runner I2 to the shaft 23, which is normally drivingly coupled to the shaft 24 through the friction clutch C, is thus multiplied and the fluid torque converter acts as the equivalent of a gear reduction mechanism.

As the vehicle increases in speed, the torque demand on the shaft 24 will decrease and the runner l2 will tend to increase in speed until it is rotating at a speed approximately equal to that of the impeller. There will always be some slip between the impeller and runner but this will be small at car cruising speeds. As the speed of the runner approaches the speed of the impeller, the reaction force tending to rotate guide member l3 backwardly will continually decrease until it reaches zero. Further increase in the speed of the runner relatively to the impeller will cause a reversal of the force direction of the fluid entering the guide member thus tending to cause the guide member to rotate forwardly with the runner. Under such conditions, the guide member will be released from its locked condition relative to the casing through the action of the cverrunning device G and will lock itself to the shaft 23 through the overrunning device 'F. The runner l2 and the guide member 13 will then ro tate as a unit and the torque converter will cease to convert torqueand will become a simple fluid coupling of the kinetic type.

The precise condition of operation under which the fluid driving unit will cease to act as a converter and begin to function as a simple slip coupling may be varied by proper proportioning of the parts thereof. In the embodiments shown herein, the unit is designed such that the guide member will release itself from the transmission casing and clutch up to the runner shaft when the runner reaches a speed of approximately 70% of thimpeller speed. This occurs at a car speed of about 20 M. P. H., acceleration above this speed being suillcient without torque multiplication through the fluid drive unit.

With the aforesaid driving arrangement, the advantages of both the fluid torque converter and the fluid slip coupling may be realized and the disadvantages inherent in each may be substantially eliminated. As is commonly known, the fluid torque converter operates with maximum efliciency when the unit is being operated to pro: duce the speed reduction characteristic for which 4- it was designed; and, when operated at speed ratios above and below this figure, the efliciency falls off rapidly as the speed ratio is varied. n

-the other hand, the fluid slip coupling has an inherently high operating efficiency when the runner is rotating above its stall speed.

Accordingly, my invention contemplates that the fluid torque converter unit shall be designed so that it will multiply the engine torque available at the shaft I0 until the vehicle has been accelerated to a cruising speed of approximately 20 M. P. H., at which point the torque demand at the shaft 24 will of course be comparatively low, and the fluid unit will then cease to multiply torque and will function as a slip coupling under all conditions of vehicle operation above a, speed of approximately 20 M. P. H.

The shaft 24 is supported at its rearward end in the end wall I03 of a gear casing I02 by the anti-friction bearing IOI, and has a gear I00 integrally formed therein, as shown in Fig. 3. Gear I00 is in constant meshing engagement with the gear I06 which together with the integrally formed gears: I01 and I08 is mounted rotatively on a countershaft I09 which is disposed in axially parallel relationship with the shaft 24 and a tailshaft H0. The latter is piloted in the hollow portion III of gear I00 by means of a roller bearing H2 and is supported at therear end of the gear casing I02 by an anti-friction thrust bearing I I3, through the intermediary of a sleeve II4 which is splined on the shaft H0 and which has the speedometer drive gear I04 formed on its rear end and a set of male clutch teeth I I5 formed on its forward end. Thesecond sleeve IIIG is splined on the extreme rear end of shaft I I0 and cooperates with the fluid seal II! to prevent the escape of fluid from the rear end of the gear casing. A brake drum H8 is fastened to the sleeve II6 by bolts III! and form part of a conventional transmission shaft brake assembly.

running clutch devices L and K will be more fully brought out later on in this description.

From the mechanism so far described, it will be seen that gear I00 may deliver power to sleeve I22 which has a splined connection to the tall shaft IIO, thlOu5h clutch teeth I05, coupling sleeve HI and clutch teeth I22 of sleeve I22 or, if coupling sleeve I2I is moved rearwardly to disengage the teeth I2I' from the teeth I05, the direct driving relationship between shaft 24 and sleeve I22 will be released and power will be delivered from gear I00 to sleeve I22 through countershaft gears I06 and I01, gear'I24, sleeve I23 and roller clutch K.

Reverse driving of th vehicle may also be obtained by proper setting of the mechanism in casing I02 through manipulation of the manually operable shift lever I25., The latter is pivotally Formed integrally upon the extreme rearward I23 on which is formed gear I24 which i :nor-

mally meshed with the countershaft gear I01 during forward drive of the vehicle. An overrunning clutch device L of the revers type (see Fig. 12) connects the rear end portion of shaft 24 with shaft I I0 in such manner that shaft 24 may over run shaft H0 in the forward (clockwise) direction whenever the coupling sleeve I2I is disengaged from the clutch teeth I05.

A second overrunning clutch K is interposed mails lubch teeth between sleeves I22 and I23 and permits sleeve I22 to overrun sleeve I 23 in the forward direction during drive of the vehicle forwardly in direct mounted on the transmission casing by means of a shaft I26 on the inner end of which is fixed an arm I21, the lower rounded end of which is engaged in a slot I29 formed in the shift collar I28. The latter is slidably mounted on the shaft I30 which is disposed longitudinally of the casing I02 and fixed thereto at each of its ends. Shaft I30 is divided with a plurality of grooves I3I which are adapted to be engaged by the spring pressed ball of a detent I32.

Formed integrally on collar I28 is a shifter fork I33 which rigidly engages a groove formed in the rearward end ofsleev I23 as is clearly shown in Fig. 2. A second shifter fork I34 is pivoted at I35 to the collar I28 which has a 517013136 (Fig. formed thereon to limit pivotal movement of fork, I34 in the forward direction. A coil compression spring I31 yieldably urges the fork I34 against the stop I36.

Figs. 2 and 3 show the various parts in a forward direct driving position. To secure reverse setting of the mechanism, the lever I is moved forwardly by manual operation of the control member I25 which is mounted on the instrument panel of the vehicle as shown in Fig. 1 and has an operative connection with the lever I25 through the Bowden cabl I26. Forward movement of the shift lever I25 slides the collar I23 bodily along the shaft I in a rearward direction until the spring pressed ball of detent I32 engages the rearmost groove I3i as collar I28 is shifted rearwardly. Sleeve I23 and coupling sleeve I2I are also shifted because of the stop I36 and the connection between these elements through forks I33 and I34. By referring to Fig. 3 it may be seen that sleeve I22 is shifted along the sleeve I23 due to the connection between these elements afforded by thegreoved collarifl-..

and snap ring I39 respectively. As the assembly is shifted rearwardly, gear I24 is moved out-of meshing engagement with countershaft ear I01 and into mesh with idler gear I24 (Fig. 2) and female clutch teeth I40 which are formed on the extreme rearward end of sleeve I23 are meshed m II5 formed on the sleeve H4 as aforesaid. \V I Reverse or counterclockwise rotation may now be imparted to sleeve H4 and shaftI I0 through gear I00, countershaft gears I06 and I08, idler gear I24; gear I24 and clutch teeth H4 and I I5: sleeve I23 overrunning sleeve I22 through the overrunning clutch device K, the overrunnlng clutch device L permitting" shaft IIO to rotate in an opposite direction "to shaft 24.

As previously stated, reagward movement of the coupling sleeve I2I to a position such that mechanism is operating. Th functionsof over-1| the teeth I2I thereof are out of meshing engagement with the teeth I when the parts are in the position shown in Fig. 3 will cause the vehicle to be driven through the countershaft gears I05 and II" at a reduced speed relative to shaft 24. The apparatus for controlling the underdrive mechanism will now be described, reference being made to Figs. 2, 3, 8 and particularly.

The underdrive mechanism is brought into operation at the will of the driven by an electrically operated device comprising a solenoid designated generally at I lI which is mounted on the right hand side of the transmission casing adlacent the rear end thereof. The solenoid is contained within a casing I42 having a lateral flange secured to a plate M3 by spools I46. Plate M3 is in turn secured to the rear wall M5 of the transmission casing by suitable fastening means. Contained within the casing I62 is the usual solenoid coil I 46 spaced from the plate I43 by the spacer Ifil having a central opening accommodating the solenoid core I48. The latter has an opening M5 therein through which extends the coupling sleeve actuator rod I58 and within which is disposed a coil spring I5I surrounding the rod I5EB. One end of the spring 95! abuts the washer G52 fixedly mounted on the rod I50, the washer abutting the adjacent face of the radially inwardly extending portion of the end wall 558 which portion has an opening I52. The opposite end of the spring I5i seats against an abutment 553 secured to the core his. The relation of spring ltl (Fig. 2) to spring I52 is suchthat when the latter is compressed by movement of core I 48 to the right, as shown in Fig. 8, the built up energy is sufficient to move rod i513 and fork I3d to the right against the resistance of spring I3? thus retracting the coupling sleeve "I28 to its disengaged position as will be presently made more apparent.

Carried by and movable with the solenoid core M8 is a metallic rod I5d having a portion thereof @xtending axially beyond the adjacent end face of the core and extending into an opening I55 in the end face of the casing I62. The rod I 55 is adapted upon movement of core I68 in response to energizationeof the solenoidto engage a contact point on an oscillatable switch blade I56 which is connected in the engine ignition system as hereinafter set forth. The switch blade G56 is carried by an insulating mounting I5'I secured by a screw I58 to casing I52. An insulating leg I 59 is carried by blade I55 and engages the end face of the casing M2, it being understood that the blade is yieldably urged to the position shown in Fig. 8 by suitable means such as a light spring.

The end face of the casing has an opening I60 accommodating the free end of rod I50; the latter being provided with an electrically insulated extreinity IGI, engageable with the switch blade I56 for the purpose hereinafter set forth, it being understood that the rod I55 is adapted upon energization of the solenoid to engage the switch blade contact point prior to engagement of the insulated extremity I6I of rod I56 with the switch blade. As will be presently made clear. the rod I54 is moved to engage the contact point of switch blade I56 for momentarily interrupting the engine ignition circuit while subsequent engagement of the insulated extremity I5I of rod I50 with thelswitch blade reestablishes the ignition circuit.

' The switch I58 is connected in 'the internal combustion engine ignition system or circuit which may be of any desired type and as herein illustrated includes the usual storage battery I62 having a connector I63 to the primary I66 of the ignition coil and a return connector I55 in the latter of which is interposed a suitable ignition switch I65. The circuit also includes the secondary coil I51 connected with the movable member IE8 of the distributor indicated generally at I69, the latter having a series of stationary contacts connected by circuit wires to respective spark plugs of the vehicle engine. One such connection is indicated at I'Ifl for the insulated member of the spark plug ill, the opposing member of the spark plug being grounded to the engine as is also the coil I67 as indicated at I12. Connector I13 connects the switch blade I56 with one side of the primary coll I64. The solenoid coil I46 is connected to the aforesaid circuit by wire I'M, the circuit to the solenoid being controlled by a switch I15, the other side of the switch I'I5 being connected to the battery I52 through a wire I I5.

A make and breakswitch indicated at I68 operates in timed relation with the movable member I58. That is to say, the contact is broken as the member 38 engages a respective contact point and contact is made as the member I58- breaks contact with the aforesaid point.

The switch indicated at I15 is controlled by manipulation of a suitable vehicle driver operable member illustrated herein as the accelerator pedal for the engine throttle control member. Referring to Fig. 1, it may be seen that the engine A is provided with the usual intake manlfold to which is conducted the usual gasoline and air mixture from a carburetor Ill under control of the usual butterfly valve adjustable by a lever I19 so that when the throttle valve is in its wide open position the lever I19 will engage a stop use to prevent opening movement of the lever He. The operating rod IBI has one end thereof pivotally connected at 682 to the lever I79, the

other end of the rod being operatively connected to a lever I33 pivotally supported on the vehicle at IB S for swinging movement.

The swinging movement oi. lever IE3 is controlled preferably by the foot operated accelerator pedal I85 pivotally supported at I85 on the vehicle driver compartment toe board E37, 9. spring I88 yieldably urging pedal 885 upwardly to throttle closing position. A short arm I89 operatively connects pedal 85 with the lever The throttle valve actuating rod MI is pivoted to the throttle valve control lever "9 through a lost motion mechanism indicated generally by the numeral I50 and more clearly shown in Fig. 13.

The rod I8I is adapted to slide through an opening in an ear I9I of a bracket I92, the latter having a forward portion we secured to a guide block I94 provided with a rearwardly open bore I95 and having a pivotal connection at I82 with the throttle control lever I19. Rod I8I has fixed thereto a collar I96 forwardly adjacent the ear I9I. a preloaded spring I97 surrounding the rod and acting between the block pedal I spring I91 advisesthe driver that he is manipulating the accelerator pedal beyond the tion of the Fig. 13 mechan sm. which accommoa dates overtravel of the accelerator pedal beyond its wide open throttle position. The forward end of rod I8I is slidably disposed in the bore I95, the bracket I92 limiting the operating tendency of the rod BI and block I94 under the action of spring I91.

When the accelerator pedal I85 is depressed to accelerate the vehicle by opening the throttle valve in the carburetor I 11, link I89 operates to swing the lever I83 forwardly about its pivot I84,.rod I 8| thrusting block I94 forwardly without relative movement therebetween so as to swing lever I 19 forwardly and, as the accelerator pedal is depressed to the end of its range opening movement, the lever I19 will ergage the stop I80. The accelerator pedal is then adapted to have a further range of movement overtraveling the throttle valve while mainta ning the latter in its wide open position and in order to accommodate this overtraveling movement, the mechanism illustrated in Fig. 13 comes into action so that during forward overtravel of rod I8I the sa d rod will slide in the bore I95 and compress the spring I91 without forwardly m'oving block I94 of the throttle operating lever I91 which rests against the stop I80. Upon release of the accelerator pedal I85, spring I88 assisted by spring I91 operates to restore the parts to the throttle closed position illustrated in Fig. 1. During this return movement of,the partsrod I8I and the parts between this rod and the shaft I86 move relative to block I94 and lever I19 unt l the collar I96 engages the ear I!" of the bracket I92 and thereafter spring I88 moves rnd I8I along with the block I94 and lever I19 without lost motion until the throttle valve is restored to closed position and the accelerator pedal I85 is correspondingly positioned as illustrated in Fig. 1.

The aforesaid overtravel movement of the accelerator pedal I85 is adapted to effect energ zation of the solenoid I through operation of the switch I15. A switch operating lever I99 is fixed to the lever I83 and is adapted to move therewith, this lever I99 having a pair of switch operating fingers 280 and 28I alternately engageable with the swinging operating element 20I of the accelerator pedal is again released to its wide open throttle position, finger 200 does not immediately engage switch element 282 for restoring the switch to its open position, this finger 280 preferably engaging the switch element when the pedal I85 nears the end of its fully released position such that the last portion of the releasing movement of the pedal is utilized for causing finger 208 to efiect the snap-over switch opening movement of the element 202 in restoring the parts to their Fig. 1 position.

As illustrated in Figs. 1 and 2, a Bowden wire 204 enclosed in a sheath 205 is attached to the rear bottom portion of a solenoid casing. This Bowden wire extends upwardly to an operative connection with a manually operated control elein the member I34 in a manner identical with switch I15 which is preferably of the well known snap-over type.

In the fully released (throttle closed) position.

of the accelerator pedal I85, as illustrated in Fig. 1, the finger 200 has operatedthe switch element 282 so that the switch I15 is open and when the accelerator pedal I85 is depressed to the limit of its aforesaid throttle opening range of movement the finger 28I has been swung uprod I50. When the control element 206 is in the position shown in Fig. 1, rod I58 is in its corresponding forward position identical to that of rod I58 in Fig. 2 and coupling sleeve I2I is in its engaged postion as shown in Figs. 2 and 3. When it is desired to drive the vehicle through the underdrive mechanism under such conditions that it would be undesirable to bring the underdrive into operation by means of the solenoid control, the control element 286 is pulled rearwardly to its outward position in which it is releasably held by the detent 281 thereby exerting a pull on the Bowden wire 204 and effecting a rearward movement on the control rod I58 which disengages coupling sleeve I2I from driving engagement with teeth I85. Movement of control element 286 forwardly to its inner position will move rod I forwardly thereby permitting spring I31 to urge fork I34 forwardly for effecting an engagement of coupling sleeve I2I with teeth I05 at the instant the two become synchronized as will be presently explained. It can thus be seen that a manu'al'control is provided for actuation of the coupling sleeve I2I that is entirely independent in its operation from the accelerator operated hill or for sustained driving in heavy traffic at low speeds, etc.

Referring now to Figs. 1, 9 and 20, it will be noted that a clutch pedal 2 I0 is operatively connected to the release mechanism 5| of the friction clutch C by a shaft 2| I, The latter has an arm 2I2 also operatively connected thereto which is in turn connected to a piston rod 2I3 of a fluid cylinder 2| 4. The fluid cylinder 2I4 may be of any well known type and preferably has the usual piston 2I5 therein for reciprocation of the rod 2I3. A coil spring 2I8 biases the piston 2I5 toward clutch engaged position and a vent 2I1 is provided to prevent a vacuum from being formed in the lower end of the cylinder. The

For operation of the fluid pressure motor 255,

the regular engine pressure oil circulation system is preferably employed. Inasmuch as a source of oil under pressure is a conventional accessory ofall modern internal combustion engines, the system will not be described in detail, it being considered suiflcient to indicate that oil under regular engine lubrication pressure is supplied through a pipe M9 to a valve 22B, the latter being of the type having a stem 22H adapted for reciprocation by an electrical solenoid 222.

, The plunger 2223 of the solenoid is carried directly on one end of the stern 22E which has an enlarged portion 22a in peripheral engagement with the valvecasing. A coil spring 225 engages the stem til at the lower end thereof and urges it upwardly to the position shown in Fig. 9 which corresponds to the positions of the parts in Figs. 1 and 3. A flexible conduit 226 connects valve 220 with motor cylinder 2M and the exhaust chamber of the valve is connected with the sump of engine A through a pipe 22?. The valve stem 22l is provided with stop portions 228 and 223 which are respectively adapted to engage the upper wall of the solenoid casing and a stop 2% carried by the lower wall of the valve casing thereby to define the stroke oi the stem.

Solenoid coil 23% is connected through wire 2&2

with a switch 233, the other side of said switch being connected to the battery ldt through wire 23%. The other side of the coil 23% is connected through a wire 2% with fixed contact 236 of a speed controlled governor switch mechanism referred to generally by the letter G. The mecha nism G has a movable contact 23? connected to ground through wire 2%, and comprises a casing ass in which is rotatably supported a housing 250 by means of an anti-friction bearing 264. The housing is adapted for rotation by a driving gear 252 driven by flexible cable H8 which is drivingly connected to the tail shaft gear Hid (Fig. 2). Gear 2&2 meshes with a gear rte fixed to the housing 2%. A gear 2% also meshes with gear 2% and is adapted for connection to the usual speedometer (not shown) by a cable similar to lit.

Housing 2% has a conical portion 2% which terminates in an annular marginal flange 24%. A flexible diaphragm 2t; is rigidly held in marginal contact with the flange 2% by a flanged "cover 258 as illustrated in Fig. 20. A spring element 2&9 which rests on the upper side of diaphragm 2 3? has an upstanding member 25d attached thereto, the member 250 protruding through a suitable hole in the cover 248 and into engagement with the flexible switch contact arm 23?. The latter is normally urged into circuit forming position by a spring 25! as shown in Fig. 20. Housing 2% is fllled, at least partially, with a diaphragm actuating mass 252 adapted for displacement by centrifugal force when the housing is rotated. The mass 252 is preferably of mercury, but may consist of a plurality of metal balls or shot, as illustrated in the modified form of governor of Fig. 21 at 252'. mechanism is shown in circuit closing position which is the normal position when the tail shaft H0 is stationary or is rotatingat' a speed below 4 M. P. H. car speed.

The switch 233 which connects the other side of the solenoid 222 to the battery has a stationary contact 253 and a flexible contact arm 254 which are mounted in a suitable insulating casing and connected as shown in Fig. 20. The

flexible contact arm 256 is biased toward open, or

In Fig. 20 the circuit interrupting position, and is engaged by one leg of a V-shaped lever 255, the other arm of which engages the throttle valve control arm I19 at'engine idle position of the latter, through a screw 256 which mrmits adjustment for clearance. The switch 233 is adapted to open upon initial throttle opening movement of the arm HE and to remain open until the arm H9 is permitted to return to engine idle position by release of the accelerator pedal. In Fig. 20 the switch is shown in open, or circuit interrupting position, the lever arm H9 having been moved slightly about its pivot to accelerate the vehicle.

It may thus be seen that the friction clutch C is adapted for automatic release to break the drive to the rear wheels whenever the circuit to solenoid 222 is completed, and for automatic engagement whenever said circuit is interrupted which occurs when either the switch 233 or the switch G is opened. This function will be more iully brought out later on in this specification.

In the operation of the power transmission as a whole, We will assume that the selector element H5 is positioned in neutral and that the engine A is not operating, this being the condition of the parts when the car is parked. The sleeve 28 will be positioned intermediate its forward and reverse positions and the ball of detent i32 will be engaged in the centrally located groove lili of the rod lSB (Fig. 2) We will further assume that the control member 206 is in its Fig. 1 position so that the coupling sleeve control rod I58 is in its forward position which corresponds to the normal forward position of the control rod l 5!] as shown in Fig. 2. As the engine A is not operating, there will be no oil pressure on in pipe 2l9 consequently the piston 2I5 of the fluid pressure motor 2 M will be urged to its forward position by the spring EMS and clutch C will be engaged. Both the governor control switch G and the throttle lever control switch 233 will be closed; the switch G as aforesaid closes when the speed of the tail shaft drops to approximately M. P. H. and the switch 233 closes when the throttle valve control lever H9 is returned to engine idle position.

When it is desired to drive the vehicle forwardly the engine is started in the usual manner. the transmission mechanism still being in neutral thereby causing rotation of crankshaft ill, housing '15 andimpeller II of the torque converter B. As soon as the ignition switch I66 is actuated to on" position the solenoid 220 which controls operation of the fluid pressure motor 2! will be energized and the valve stem 22| will move downwardly to establish communication between conduits 219 and 226 and cut oif communication between conduits 226 and 227 thus introducing oil from the engine lubrication system into the fluid motor 218 and causing the piston 2I5 thereof to move rearwardly and release clutch C thereby braking the drive between shaft 23 and shaft 24. At idling speed of the motor, the circulation of the fluid in the passages of the torque converter B is correspondingly slow but enough power will be'transmitted to the shaft 23 to cause slow rotation thereof which would make it impossible to shift gears in the transmission mechanism D unless clutch C is disengaged. When the engine is cold the shaft 23 will of course be rotated at a correspondingly faster rate due to the fast idle mechanism which is commonly provided and which is effective until the engine reaches its normal operating temperature. Release of clutch C under the aforesaid conditions has also another important function in that it prevents creep of the vehicle should the transmission mechanism D be in gear at the time the engine is started.

Movement of the selector element I25 to forward driving position will cause corresponding movement of the arm I25 to engage sleeve I23 and forward drive may now be accomplished smoothly and silently. A will be apparent from Figs. 2, 3 and 15, forward swinging movement of the arm I25 will rotate shaft I26 and cause corresponding swinging of fork I21 to thereby move collar I28 forwardly until the ball of'detent I32 engages the foremost slot in shaft I30. This will engage gear I24 of sleeve I23 with countershaft gear I01 and coupling sleeve I2I will be moved forwardly to engage the teeth thereof with -the clutch teeth I05.

The vehicle may then be started by depression of the accelerator pedal I85 to swing throttle lever actuator arm I forwardly. Initial movement of the arm I19 will open switch 233 thereby de-energizing solenoid 222 which will permit the core 223 to be returned to the position shown in Figs. 9 and 20. Communication between conduits 2 I 9 and 226 will be cut off and fluid pressure motor 2I4 will be exhausted through conduit 221 which connects valve 220 with the engine oil sump, spring 2I6 urging piston 2I5 forwardly in its cylinder and simultaneously engaging the pressur plate 48 of the clutch C with the driven disk 45. The vehicle is now ready to be accelerated through the torque conversion unit B which at this stage acts as a torque converter, the kickdown unit D being in direct drive condition.

Upon opening the engine throttle, the impeller II rotates at an increased speed and the fluid circulated thereby impinges on the blades of the runner I2 and guide element I3. The runner I2 will transmit power to the rear wheels of the vehicle through hub 20, shaft 23, clutch C, intermediate shaft 24, teeth I05, coupling sleeve I2I,

teeth I22 and tail shaft II 0, the guide member I3 being locked against tendency to rotate backwardly through the overrunning device G. As the vehicle increases in speed and the torque demand on the tailsha'ft I Ifl'decreases, the torque conversion requirement through the unit B will correspondingly decrease until the speed of the runner I2 reaches a speed equal to approximately 70 per cent of the speed of the impeller I I. This will correspond to'a car speed of about 20 miles per hour. When this speed has been reached, the direction of the fluid impinging on the blades of the guide element I3 will be reversed and the guide element will then tend to rotate along with the runner I2, this action being accommodated by the overrunning devices G and F respectively, the over'running device G permitting release, of the guide element I3 from its locked up relation with the stationary sleeve 32 and the overrunni-ng device F accommodating lock-up of the guide element to the shaft 23. The runner I2 and guide element I3 will then rotate as a two-part runner and fluid converter unit B will operate as a fluid coupling of the slip or kinetic type. Further increase in the rotation of speed of the impeller II in accordance with increased opening of .the throttle valve will cause a decrease in the slip between the two part fluid runner and the im-' peller until the two are rotating at approximately the same speed. This condition corresponds to a direct drive through the transmission mechanism. the-diference in speed between the input and output shafts being-small (in the order of two or three per cent) and due almost entirely to friction loss.

During direct drive the overrunning device K permits sleeve I22 and shaft IIO to overrun the 4 sleeve I23 which is, of course, rotating at a lower speed than the shaft IIO due to the speed reduction through gears I00, I06, I01 and I24,

Assoon as the vehicle is accelerated to a speed exceeding approximately 3 M. P. H. the flexible contact arm 231 of the governor control switch G will be moved upwardly as shown in Fig. 20 to open circuit position by action of the mercury 252 which under such conditions willtend to move upwardly under the action of centrifugal force against the diaphragm 241. Release of the accelerator pedal at speeds greater than approximately 3 M. P. H. therefore will not cause the clutch C to be disengaged by action of the fluid pressure motor 2| 4 even though the switch 233 will be closed upon return of the throttle valve control lever I19 to engine idle position because the circuit to the solenoid 222 will be interrupted through the governor control switch G.

The speed at which direct drive through the fluid coupling unit B is reached may be varied by altering the proportions or capacity of the fluid circulating elements as well as by altering the shape of the fluid circulating passages in said elements. For example, reducing the capacity of the runner I2 will act to increase the speed at Which direct drive will take place, it ordinarily being preferred to proportion theeiements as aforesaid in order that direct drive will be reached at approximately 20 M. P. H.

If faster acceleration of the vehicle at the startis desired, the underdrive gear E may be brought into operation either by actuation of the manual control 206 or by depressing the accelerator pedal I85 to the limit of its overtravel permitted by spring I01 thereby closing switch I15 and energizingsolenoid I to move coupling sleeve I2I rearwardly where it is disengaged from the teeth I05. Such action is sometimes desirable when starting under a heavy load or when fast pick-up is desired. The vehicle may, of course, be permanently set for sustained operation in underdrive by actuating the control element 206 to underdrive position thereby causing the coupling sleeve I2I to be moved rearwardly to non-driving position through the intermediary of Bowden wire 204 and coupling sleeve control rod I50. Should the vehicle be started in underdrive by operation of the manually operable control element 206, direct drive through gearset B may be obtained at any time by pushing control element 206 forwardly to direct drive position and momentarily releasing the accelerator pedal I85 to secure a reversal of driving torque through the transmission. Movement of control element- 206 to its forward position will, of course, move coupling sleeve control rod I50 forwardly thereby releasing fork I34 and permitting said fork to swing forwardly about its pivot I35 under the influence of the spring I31. 24 is turning at a considerably faster speed than shaft H0 and sleeve I22, thus the teeth I2I (Fig. 14) of coupling sleeve I2I cannot mesh with At this instant, however, shaft off. The speed of shaft 24, however, cannot fall below that of shaft IIO because such action will be opposed by the overrunning clutch device L, the rollers of which will wedge into driving engagement whenever shaft IIO tends to overrun shaft 24. At such instant of synchronization of shafts H and 24, ramped teeth I2If of coupling sleeve I 2| will slide into engagement with the ramped clutch teeth I under the influence of the spring I31. Depression of the accelerator pedal will then cause the shaft 24 to drive the shaft H0 at 1 to 1 speed ratio through the coupling sleeve I2I. Under such conditions, should roller clutch L lock into driving engagement in such position with respect to clutch teeth I05 and I2I' thatdead-ending" of the teeth occurs, coupling sleeve I2I will not drivingly engage teeth m5 until the driver depresses the accelerator pedal slightly, such action causing slight rotation of shaft 26 with respect to shaft I In thereby perilnitting teeth I2I' to slide into mesh with teeth 5. 1 It will be noted that roller clutch L prevents free-wheeling of the vehicle at all times even when the sleeve I23 is positioned in neutral. This feature also provides for starting of the vehicle by towing and for use of the ngine as a brake while coasting since under such conditions shaft H0 will be coupled to shaft 24 by coupling sleeve H2I (or by overrunning device L should sleeve I2I be disengaged) and runner I2 drives crankshaft I0 through overrunning clutch E.

Operation of the mechanism to obtain reverse driving of the vehicle will now be described. Assuming that the vehicle motor A is operating and the gear in casing D is in neutral position with the gear I24 in intermediate position with respect to ccuntershaft gears I01, and I08 with the ball of detent I32 engaged in the middle groove l3| of rod I30, the driver may obtain reverse setting of the transmission by manipulation of the manual control element 425 forwardly thereby swing- '-ing arm I25 rearwardly and moving collar I28 rearwardly until the ball of detent I32 engages the rearmost slot I3I of rod I30. This movement of collar 629 carries sleeves I22 and I23, together with the coupling sleeve I2I rearwardly as a unit thereby meshing gear I24 with reverse idler I23 and engaging female clutch teeth I60 with male clutch. teeth H5. Clutch C will, of course, be disengaged at this time and no driving torque will be imposed on shaft 24 and H0 thus accommodating meshing of the teeth I40. with the teeth II5.

The vehicle may then be driven rearwardly by opening of the throttle valve, initial movement of which will efiect driving engagement of clutch C by action of fluid pressure motor 2I4, the driving effort from torque conversion unit B being transmitted from shaft 24 to shaft H0 through gears I00, I06, countershaftgear I08,reverse idler gear I24, gear I24 and clutch elements I40 and H5. During reverse driving of the vehicle, shaft IIO will rotate in a direction opposite to that of shaft 24, this reverse rotation being permitted by the overrunning clutch L.

Whenever the car is being driven-on the road,

' the. kickdown underdrive operable by overtravel of accelerator pedal I 85 is always available (assuming that control element I06 is in its direct drive position as illustrated in Fig. 1) so that the mechanism D may be manipulated to-secure an underdriv to secure fast acceleration for passing another vehicle or for other purposes, The kickdown contro1 is particularly advantageous when the car is driven in the city because it aflords a very desirable flexibility of control making it possible to secure rapid acceleration for maneuvering in trafiic; it being understood that the present transmission is particularly designed to be used in combination with a relatively fast rear axle ratio, in the neighborhood of 3:3 for example. The kickdown mechanism is brought into action by depressing the accelerator pedal I beyond its wide open throttle position thereby closing switch I15 and energizing solenoid I4I to move coupling sleeve control rod I50 rearwardly. The operation takes place at the instant of reversal of drivin torque through the transmission caused by momentary interruption of the ignition circuit by switch blade I56.

When the accelerator pedal I85 is depressed to the end of its range of throttle opening movement, the lever arm I19 will engage the stop I80. Further depression of the accelerator pedal I05 to the end of its overtraveling range of movement will maintain'the throttle in wide open position and will effect kickdown operation of the mechanism D to secure faster vehicle acceleration. During the overtravel movement of the accelerator pedal I85, the Fig. 13 mechanism comes into operation to permit rod I8I to slide into the bore I of boss I95 and compress spring I91. This overtravelling movement effects energization of the kickdown solenoid I4I through operation of the kickdown switch I15 by finger 20I of lever I99. As soon as the solenoid MI is energized, core I48 thereof will move toward the right of Fig. 8 thereby unloading the spring I5I, corresponding rearward movement of the rod I50 being prevented at this instant because of the driving load on coupling sleeve I2 I. Rearward movement of core I43 toward the right of Fig. 8 causes rod I54 to engage switch blade I 56 thereby groundingthe primary I64 of the ignition coil and interrupting the engine ignition circuit. Im= mediately upon interruption of the engine igni; tion the driving torque on the teeth of coupling sleeve I21 will be relieved permitting spring I 5i to move the sleeve control rod I50. rearwardly thereby swinging fork I34 about the pivot I35 to disengage sleev I2I from teeth I05. Simultaneously with this action the insulated end IGI of rod I50 engages the switch blade I56 and moves it out of contact with the rod I54 thereby reestablishing the ignition circuit and causing the motor to operate under wide open throttle conditions. The vehicle will now be accelerated in kickdown underdrive through gears I00, I08, I01 and I 24, the overrunning roller device L permitting gear I00 to rotate faster than shaft IIO. In order to continue driving of the vehicle in underdrive, it is not necessary for the driver to maintain the accelerator pedal in wide open throttle position due to the construction of the kickdown switch operating lever I09, The accelerator pedal I 85 may be released from wide open throttle position and, as can be seen from Fig. 1, finger 200 of lever I99 will not immediately engage switch element 202 for restoring th switch I15 to open position, this finger 200 engaging the switch element 202 by preference when the pedal I85 nears the end of its fully released position such that the last portion of the releasing movement of the pedal is utilized for causing finger 200 to effect the snap-over switch opening movement of the element 202 in restoring the parts to their Fig. 1

position. This feature permits the vehicle to be driven in underdrive with intermediate throttle opening.

Thus the vehicle may be driven in underdrive at any speed desired by the driver and direct drive conditions through the unit B may be: restored at the will of the driver simply by releasing accelerator pedal I85 to its engine idle posicoupling sleeve being prevented from moving forwardly to engaged position under the influence of spring I31 by action of the ramped teeth I2I'. The teeth I 2| of coupling sleeve I2I will continue to rotate past the teeth I85 without meshing therewith until sleeve I22 reaches the speed of shaft 24 and .gear I88. This synchronization of shaft III! and 24 will take place almost immediately after accelerator pedal I85 has been released because after the throttle is closed shaft 24 will decrease in speed but cannot run slower than shaft I I0 because of the clutching action of the rollers in overrunning device L. It can thus be seen that shafts III] and 24 must become synchronized as the speed of the motor falls off by reason of the release of the accelerator pedal, At the instant of synchronization of the shafts 24 and II 0, spring I31 will urge fork I34 forwardly and teeth I 2I' will engage with teeth I05 thereby effecting driving engagement between gear I00 and sleeve I22 unless teeth I05 and I2I' dead-end" as previously explained. Depression of the accelerator pedal in the normal manner will now cause the vehicle to continue driving in direct drive.

It will thus be seen that I have provided a transmission of simple form which combines the best features of the fully automatic and "the semi-automatic types.- I intend that the transmission be operated as a fully automatic fluid transmission during all ordinary driving of the vehicle, the underdrive unit D being positioned for direct drive, and the variation in torque demand being accommodated by the fluid power transmitting unit B which acts as a torque converter below approximately 20 M. P. H. and as a slip coupling above that speed, thereby providing an extremely flexible and efficient drive I which is fully automatic in operation.

The kickdown underdrive unit D is semi-automatic in its operation and is instantly available for fast acceleration at relatively high vehicle speeds by actuation of the accelerator pedal into overtravel range. unit is available, either by operation of the kickdown control or the manual control to provide a sustained reduction drive when desired.

Reference is now made to Fig. 22 which illustrates a modified form of torque converter suitable for use in place of the unit B. The converter B. of Fig. 22 differs in construction from that of Fig. 3 in-several particulars which. is a more economical construction.

The impeller vanes 219 of converter 3' are generally similar to those of the Fig. 3 unit and are preferably of stamped construction as illustrated in Fig. 23. The 'runner vanes 280 and guide vanes 28I differ from those of Fig. 3 in that they curve in one plane only, as illustrated In addition, the underdrivein Fig. 25. By having the vanes 280, 28I curve in one plane only, the manufacture thereof is greatly simplified and the cost materially reduced. The vanes 280, 28I may be die cast of aluminum or molded of suitable plastic composition. The operation of the Fig. 22 modification is similar to that of Fig. 3.

Fig. 24 illustrates a further modification in which the converter unit '3" comprises a two stage runner element and a two stage guide element. The fluid is impelled by the impeller vanes 282 'into the passages of the first runner stage formed by the vanes 283 and thence into the passages of the first'guide or reaction stage formed by the vanes 284. A second runner stage is provided by the vanes 285 and a second reaction stage by the vanes 286. The vanes 285 and 286 are similar in curvature to the vanes 280 and 28I respectively, and the vanes 283, 284 are shown in perspective in Fig. 26 as they appear when viewed from the right side of Fig. 24. All

of the vanes of the Fig. 24 modification are preferably of stamped or molded construction except those of the impeller which are preferably of stamped construction. Fig. 27 shows a detail of the double thickness vanes which forms the pump conduit.

The converter unit of Fig. 24 has a high eificiency over a greater range of torque conversion than those of Figs. 3 and 22 and is therefore especially well adapted for use in vehicles having enginesof low or medium horsepower, and for heavy vehicles such as trucks and busses.

. I claim: 7

1. In a power transmission for a vehicle having an engine, an accelerator control, a driving shaft and a driven shaft; a casing; an impeller wheel rotatably mounted in the casing and connected with the driving'shaft; a fluid operated turbine wheel connected to the driven shaft and adapted to be driven by fluid set in motion by said impeller wheel; a fluid operated guide wheel disposed in Wheels; means operable automatically to lock said guide wheel against reverse rotation atlow speeds of the turbine wheel thereby to provide a torque multiplying drive between said shafts,

- said means being releasable automatically in response to forward rotational tendency of said guide wheel; means operable automatically to lock said guide wheel to the driven shaft at relatively high speeds of the turbine wheel thereby to provide a hi'gh-efliciency slip-coupling drive between said shafts; a variable ratio gear train connected between the driven shaft and the vehicle drive wheels; a control means for said gear train normally operable to maintain said gear train in direct drive at all vehicle speeds, and means connecting. said control means with said accelerator control whereby a shift to underspeed ratio in said gear train may-be obtained by operation of said accelerator control to predetermined position and whereby said variable ratio gear train is operable to provide a torque multiplying drive during all aforesaid drive operations of said fluid operated wheels.

2. In a power transmission for a vehicle having an engine, a driving shaft driven by the aseasoa able to provide a high efilciency slip coupling drive at cruising speeds of the vehicle, means for normally actuating said clutching means to condition said gear transmission for direct drive during all operations of said fluid converter, and automatic means operable in response to accelerator movement to predetermined tion to condition said gear transmission in underdrive during functioning of said fluid converter as a slip coupling whereby to provide a torque multi plying drive between said shafts and to condition said gear transmission in underdrive during functioning of said fluid converter as a torque converter to provide a multiplied torque multidrive between said shafts.

3 In a power t 1 at an ion for a vehicle having an engine; an accelerator control, a drla shaft driven by the engine, a fluid waver converter co co sit, a driven shaft rah, a hie verter and driven shaft and operably connected to each, positive clutching means in said gear transmission manually operable for selectively conditioning said gear transmission to establish a direct drive between said converter and driven shaft or an underdrive therebetween, meansfor normally actuating said clutching means to condition said gear transmission for direct drive during all operations of said fluid converter, and

means for establishing a step-down in drive in said gear transmission from direct to underdrive including manual means operable at the will of the vehicle driver and automatic means connecting said accelerator control with said clutching means and operable upon actuation of said accelerator control to predetermined position, said fluid power converter being of a type operable as a torque converter in starting the vehicle from rest to provide a. torque multiplying drive between said shafts and operable to provide a high efilciency slip coupling drive at cruising speeds of the vehicle, said gear trion when established in underdrlve adapted to multiply the torque drive of said fluid converter to said driven shaft to impart greater acceleration to the vehicle.

LUDGER. E. LA, BRIE. 

